Fare registering apparatus



April 1940. J. GARDNER 2.198.611

FARE REGISTERING APPARATUS Filed April '7. 1937 4 Sheets-Sheet 1 l m l 15 i 5/// J v M *9 86 INVENTOR z/BHN Gk/Poms? ATTORNEYS April 30, 1940.

Filed April 7, 195'! 4 Sheets-Sheet 2 INVENTOR GARDNER BY MM ATTORNEYS April 30, 1940. GARDNER 2,198,611

FARE REGISTERING APPARATUS Filed April 7, 1957 4 Sheets-Sheet; s

INVE NTO R LjbH/V GARDNER.

ATTO RN EYS April 30, 1940. GARDNER 2.198.611

FARE REGISTERING APPARAfrUs Filed April "I, 1937, 4 insets-Sheet 4 1 INVENTOR FROM Maw ml i 56 l 75 dbH/v GARDNER FROM l6'N/770/Y 7v IGNITION I; M ATTORNEYS Patented Apr. 30, 1940 UNITED STATES "PATENT OFFICE 2.10am ram: nears-mains arraaa'rus John Gardner, New York, my.

Application April '1, 1931, Serial No. 135,381; -1 W (Cl. 235-45) My present invention relates to a fare registering apparatus of the type generally employed in measuring distance and registering the fares of passengers in taxicabs. and generally blown as a taximeter."

Taximeters are generally employed not only to measure the time and distance during which the cab has been employed or occupied by a passenger so that he may know the exact fare to be paid, but also to register the total of all such fares so that the owner of thev taxicab may lmow the total amount of fares collected. when a cab is driven by an employee it is possible in the types of taximeters heretofore used for him to serve a passenger without, in fact, moving the meter to registering position, or to move it only for a period of the service, obtaining compensation from the passenger by an agreement without a record of the fare. when traffic conditions vary greatly as, for example, with changes in the weather, or because of trips to widely different parts of a city, it becomes extremely difficult, if not impossible, to obtain a satisfactory check on the total fares.

This is the more difllcuit because during certain periods when a cab isengaged by a passenger, it is permissible to place the taximeter in non-registering position, while at other times it is not. For example, if a cab is on call and waiting for a passenger, the driver may place the meter in registering position whereby it will register a charge for each time interval that elapses since, otherwise, the cab may be engaged by another passenger, it being a common rule that a cab must serve any passenger who applies unless the meter is registering. However, the driver need not move the meter into registering position while waiting. Accordingly, if he has made a part of a trip and is waiting for a passenger, who may be shopping or otherwise temporarily engaged, the meter may be moved to non-registering position, whereupon the clock mechanism will not register the time elapsed during such a wait. However, if the cab is in motion and is stopped because of traillc condition, it is commonly not permitted to. move the taximeter into non-registering position because the cab is in service.

In my invention I provide a fare measuring mechanism which positively ensures against the cab being operated for a passenger without registering the fare, or places a penalty on the driver for failing to register the fare, and which is proof against tampering but which permits the driver to place the meter in non-registering position under those circumstances where this is permissible.

In my invention I provide a light sensitive element and a light source to direct a beam to said light sensitive means in a path that is intercepted by a passenger occupyin the cab. The light sensitive mechanism is so shielded that it is not affected by outside sources of light and is so adjusted to the intensity and quality of the light source that it will not only be affected by the interception of the light beam, but also by a light beam of different quality or intensity whether greater or less than that to which it is adjusted. When the light beam is intercepted or decreased, the current through the light sensitive element diminishes and this serves to actuate a relay mechanism to set in motion the fare registering apparatus. Similarly, if the light beam should be changed or become more intense,

the relay will be moved in the opposite direction also to set the registering mechanism in operation. It will be understood that the light rays need not be readily visible; they might be infrared or violet rays. The terms light-rays" and "light sensitive" are used in this wider sense in the specification and claims. When the relay mechanism is thus actuated it closes a part of a circuit through a motor, the remainder of which is closed immediately upon the starting in motion of the cab. The motor drives a switch which thereafter by-passes that part of a circuit which is closed by the motion of the cab, and thereafter the motor continues to rotate until the switch reaches a position where the motor is cut out .of the circuit. This rotation of the motor serves, however, to register the initial charge or drop." Thereafter the control switch remains in fixed position and the further registering of the fares or drops" is under the control of a clock mechanism and of a cable driven from the wheel or transmission of the cab.

Preferably there are three fare registering elements, one for the passenger, one for the driver and one for totaling all fares for the records of the owner. The first andlast of these is driven mechanically from the clockwork and speed mechanisms. The driver's fare registering d vice is driven electrically so as to give a periodic advance for each time or distance interval as, for example, one drop? for each quarter mile, or for each two minutes-of waiting. In order to place the fare registering mechanisms in non-registering position, an alternative circuit is provided whichywhen closed, will stop thmaction of the clock mechanism, but only when it has completed 5 v minute interval.

an interval as, for example, at the end of a two When in non-registering position, if the cab should be put in motion, the passengers and driver's fare mechanisms will be brought to their original position, canceling the fare and starting a new one. Accordingly the driver would not voluntarily place the meter in non-registering position when driving the cab so that it will not register time intervals during in-' terruptions, such as in tramc, inasmuch as he would lose the part of the fare already earned, while he would be accountable for it on the owners or totalizing fare registering mechanism. Accordingly, the meter will be placed in nonregistering position only when waiting, and 'must be put into registering position before the cab is again started. Means are also provided for interrupting the light source so as to place the mechanism in registering position under the action of the clock while a called cab is waiting for the passenger.

The various features of the invention are illustrated by way 01' example in the accompanying drawings, in which Fig. 1 is a horizontal section of a cab having a fare register embodying a preferred i'orm of my invention.

Figs. 2 and 3 are perspective views, respectively,

.from the passenger's and driver's side of the fare register.

Fig. 4 is a vertical section of the mechanism taken parallel to and just inside of the wall of the fare register box facing the passenger.

Fig. 5 is a vertical section through the interior of the fare register box taken at a right angle to the section of Fig. 4.

Fig. 6 is a diagrammatic perspective showing the various parts of the mechanism in their proximate spacial relation, but spaced to provide against the obscuring of one part by another.

In the preferred embodiment of the invention shown in the actompanying drawings, a beam of light from any suitable source, such as an incandescent bulb in, is directed by a tubular enclosure from one side of a cab ii, for example,

near the driver's seat i8, transversely across the The mirror I4 is so posi-.

cab to a-mirror ll. tioned, for example, immediately above the seat It, as to reflect the ray of light indicated by the dotted line It across and slightly above the seat to a mirror I! on the opposite side of the cab, from whence it is reflected into the tubular shields ll of a light sensitive element ll of any suitable type, for example, having a pair of terminals or electrodes 20 and II. It will be apparent from Fig. 1 that it will be impossible for a passenger to occupy the seat of the cab without in-' terrupting the light beam II. The light sensitive element I 8 may be of any suitable typeeither one in which current is generated proportionally to the light received, or in which the resistance of the light element is varied by changes in the radiation received.

The terminals 20 and 2| of the light sensitive element I! are connected. respectively, to conductor wires 22 and 23 which lead to the terminals 24 and 25, respectively, 01' a galvanometer type of relay 28,. 111a relay 2! is so adjusted that theamount of current supplied under the influence of the light II is Just suflicient to hold a swinging contact arm 21 balanced against the tension of a spring 2|.

In the event, however, that the beam I should be interrupted, or its quantity or quality varied by a small percentage in either direction, the pointer 21 will swing one way or the other to contact with one or the other of a pair of contact terminals 28 and Il, respectively, which are connected by branch wires 3| and 82, respectively. to a conductor 33 of a circuit, the other conductor or branch 34 of which is connected to the swinging pointer 21. One of these wires I4 is connected 4 through a relay 3! to a'battery ll, or other source of current, for the fare registering mechanism and for the lamp II. The relay II is inter-connected with the ignition and lights so that the fare registering mechanism cannot be disconnected from the battery without also disconnecting the ignition. It comprises, for example, a solenoid 81 to which current is supplied from the battery through a wire 3| and branch 80, and a pair of switch armatures ll and ll which are also connected with the wire I. and also with wires 42 and 43, respectively, leading to the lights and ignition. The wire 34 is connected by branch wires N and 48 to both terminals of the switch M, and by wire 40 to one terminal oi the switch ll, the other terminal of which is connected by wire 41 to the ignition system. It will be understood that the relay 3! is shown only by way of example and that any suitable mechanism may be emplayed to guard against the operation of the cab when the fare registering mechanism is disconnected.

It will be apparent, therefore, that whenever the needle 2-1 of the relay 2! swings to either terminal 2! or II, current from the battery I through the wire 3|, switch armature ll wires 45 and N, relay 2!, pointer 21 and either terminal a or a to the wire a which leads to a switch device 40 having a terminal 19. The switch 4. has a rotating connector arm 5| which may take the position indicated in broken line identified as I. In this pomtion a connecting element 8| spans the distance between the terminal 4. and a second terminal". The terminal 52 is connected by a branch wire]! to a conductor 54. The conductor I4 is connected to a number of branch circuits that are to be energized when the connector arm ll is in starting position. One branch II leading from the" connected. For this purpose the solenoid It serves to slide pinion 01' into engaging position with gear 88 to connect the rotating mechanism ll-to the speedometer cable 82. Cable .2 drives gearing ll of known construction and arrangement, to drive a driven gear I on the end of a drive shaft 88 in a single direction regardless of the direction of rotation of the cable l2.

The gearing 83 may be of any'suitable type as, for example, comprising a pair of oppositely driving pawls and ratchets transmitted through suitable gears to the pinion N. The pinion 8|, in'turn, drives an idler it which rotates freely when the pinion 01' is in the lower position indicated in full lines in Fig. 6.- when the solenoid 88 is energized, however. it rotates a bell crank lever "counter-clockwise to lift a shifting pinion I to mesh with the idler ll and the pinion '8 driving the latter. The gear ll, in

turn, drivesa shaft I which extends upwardly into the intermittent contact element it and rotates a star wheel 10. The star wheel III is insulated from the circumferential terminal 61. It engages a spring pressed pawl Ii so that as it rotates, it pushes the pawl ll intermittently outwardly into contact with the conductor rim 5|, thereby connecting the conductor 64 with the conductor 5! and starting themotor 60 into rotation. The rotation of the armature of the motor 60 is transmitted by a chain .12 and .pulley l3, shaft 1'4, pulley I5, belt I6 ahd pulley 11 to a shaft 18 upon which is mounted the rotating switch arm 66. The initial rotation of the motor, therefore, immediately partially rotates the arm 50 clockwise, bringing it to the position indicated at 11 in broken lines. This interrupts the connection between the terminals l and 62.

However, a second or by-pass' connection through the motor is established from the conductor main 3' and branch 39 connected to a circular terminal 18 slightly spaced angularly from the terminal 4!, but in the same circle of curvature. The bridging section H of the rotating arm 56 thereupon connects the terminals 18 with a terminal 80 separated and'insulated from the terminal 52, but in the same circle of curvature. From the terminal ll current is conducted through a branch wire II to the wire 59 and thence to the motor. The interruption of the current to the wire 64 de-energizes the solenoid. which is no longer necessary, as it is by-passed by the wire ll. Pinion 61' drops from engagement with gear 66. The motor 66, accordingly, is driven until the arm 66 reaches the position shown in full lines in Fig. 6, whereupon the connection to the motor is broken. However, when the switch arm 6| is in full position the source of current 36 is connected through the branch wire 3!, terminal I! and connecting element to a terminal 82, from which the wire It leads to a pair of terminals 84 and I! of a switch It known as a non-registering. switch, as it enables the apparatus to be put in a condition in which waiting time will not be registered. The switch 86 may be moved alternatively into one of two positions, in one of which the fare registering mechanism is in operative or registering condition, and in the other of which it is in non-registering condition. Inregistering condition, as shown in full lines in Fig. 6, a sliding switch element l1 connects the terminal 66 to a terminal .8 of a conductor wire I! which leads to one terminal of an intermittent contact element DI, the other terminal of which is connected to a return wire SI and a terminal 82 of the switch 86. From the terminal 92 current is conducted through a sliding switch member 93 to a terminal 9| thence through a conductor wire I to a solenoid l6, and thence to ground.

The intermittent switch element ll, as shown in Figs. 4 and 6, has a pair of contact springs '1 connected to the wires I! and If and brought,

mechanism may be employed to drive the shaft two minutes, or each distance interval, for example, one quarter of a mile, so that the circuit between the wires l9 and SI will be closed through the switch 00 at each such interval, and will 1 thus energize and de-energize the solenoid \6 at each interval. With each energizing and de-energizing of the solenoid", a fare register I, which may be designated the "driver's register" is advanced a unit by means of a crank arm Hi5.

When the conductor 89 is energized, current is also supplied through a branch wire I" to a grounded solenoid fill, the armature III of which actuates a clutch ll! on a shaft Illl driven from the cable-shaft 66. through the worm gearing Ill. Thereupon the shaft 66 is clutched to the gear H2 of a totalizing fare registering device I It. A fare register H4 is also provided in position to be visible to the passenger, as indicated in Fig. 2. This fare register is given a movement'to starting position by the shaft 18 that rotates the rotating switch arm 66.

In the starting position of the register Ill, all of the registering discs will have been brought to an aligned position. This may be accomplished by any suitable aligning mechanism as, for example, by having the discs rotatably mounted on a grooved shaft and provided with pawls that are engaged by the shaft so that a complete revo-' lution of the shaft would bring the discs all to an initial aligned position from which they are driven forward on the shaft by the driving mechanism. If there is no initial charge the discs would indicate zero, but if there is an initial charge as, for example, a starting charge of fifteen cents, then the first two discs would indicate this amount in their starting position so that the'starting position would then indicate l6 insead of zero, this being merely a matter of placing the markings on the discs.

In the position of the rotating switch 56 shown in full lines in Fig. 6, a smooth sector 6 on a mutilated gear H6, rigidly fixed on the shaft 18, engages and slides on a complementary segment lll,of a smaller gear NB. This is the position that these gears occupy when the registers start and while the registers are operating. When the-arm 60 rotates forwardly in a clockwise direction, the smooth sector ili rotates away from the segment I" and the teeth of the gears H6 and Ill mesh and rotate the shaft HUI The number of teeth in the gears H6 and Ill are the same so that a complete revolution of the gear 6 will'cause a complete revolution of the gear ill, the smooth sector H5, permitting the gear Hi to rotate while the gear III is held stationary throughout a considerable part of the initial movement of the shaft II from the full line position of arm Bl shown in Fig. 6. When the arm 66 has rotated to the full line position shown in Fig. 6, one complete revolution of the gear Ill and the shaft Ill will have been made. The gear III has some freedom or range of movement while the gear Ill and the shaft! are held stationary. This insures that the shaft ll! shall stop exactly at a fixed position even though the position of the shaft ll should vary. --From this position with the initial charge indicated on the first two discs, the discs are rotated forwardly pivoted so that its horizontal upper arm I2I overlies the end portion of the lever I22, while the depending arm' I22 slotted to receive a pin on a rocking arm I22 rotatably mounted on the shaft III of the fare register II4.

It will be apparent, therefore, that with'each crank lever I22 will be swung to the position shown in Fig. 5. To swing it counterclockwise, a lever I24 is mounted on the upper part of the depending arm I22 of the bell crank lever I22 and is drawn upwardly against the lower surface of the lever I02 by means of a spring I22. With each up and down movement of the lever I00, therefore, the rocking arm I22 is swung back and forth. This motion is transmitted to a bail shaped element I22 to which is attached a pawl I21 which engages and movesa ratchet wheel I22 a distance of one notch or "drop" for each complete swing. It will, therefore. be apparent that the initial digit wheel of the fare register H4 is rotated one "drop" each time the wheel 22 moves through an angle equivalent to one ratchet tooth. Briefly, therefore, every time the wheel 22 rotates a distance equal. to one tooth of its ratchet it depresses and then releases the lever I00 thereby closing and immediately opening the contact terminals 21. At the same time the lever I00 being between the arm I2I of the bell crank lever and the lever I24 attached thereto, it swings the bell crank lever I back and forth; this in turn rocks the arm I22 and the bail I22; this in turn moves the pawl I21 back and forth a distance equal to one notch of the wheel I22; this in turn moves the initial digit or indicatingwheel of the register II4 a distance equal to one "drop", or equal to a change of five cents, in case the fare Drosresses in five cent intervals.

It will be noted that the arm I24 is held by a spring I22 tightly against the bottom edge of the lever I20 so that the lever I00 is thus closely en- Baged between the lever I24 and the horizontal arm I2I of the bell crank lever I22. The effect is the same as though the arms I2I and lever I24 were a bifurcated horizontal arm, except that the lever I24 and spring I22 always maintain a close connection with the lever I20, even after considerable wear and thus prevent lost motion or any chattering or loosening in the operation of the apparatus.

The clock mechanism I02 is so controlled that it is free to move only when the wire 22 is connected to the source of current i. .e.- when switch 22 is in Fig. 6 position and arm 22 in full line position, Fig. 8. When thus connected, current flows from the wire 22 through a branch wire I22 which terminates in a terminal I22 having a horizontal upper shelf against the lower surface of which bears a horizontal flange "I of a lever I22 pivoted at I22 on the clock mechanism I22. The flange I2I is insulated from the lever I22 and is connected by a wire I 24 to solenoids I22 from which the current passes to ground through a wire I22.

Current passing from the wire I22 through the solenoids I22 energizes the latter and swings the arm of the lever I22 downwardly until the terminal plates I22 and III separate as in Fig. 8. The arm of the lever I22 is, however, engaged by a latch I21 having a hook shaped end that engages the upper surface of the lever I22. When the end of the lever I22 is thus depressed, the

opposite end is raised to release an escapement I22, releasing the clockwork. In other words. normally the opposite end of the lever I22 rests against the escapement wheel I22 preventing it from moving and thereby stopping the clock mechanism. However, when the. solenoids I22 attract the lever I22 they lift the opposite arm of the lever from the escapement and the clock mechanism resumes its movement driving the upswing of the pawl 22 and lever I22 the bell shaft IN and ratchet 22.

It will, be understood that the shaft IN is driven from both the shaft 22 and the'clockwork mechanisms I22 through the usual overriding mechanism which permits the faster of these mechanisms to drive the shaft IOI. For example, if the charge per hour is $2.00, the clockwork will drive the shaft IOI until the cab is started and reaches a speed sufilcient to drive the shaft at a higher rate. If the rate is five cents a quarter mile, the shaft 22 will drive the shaft IOI when the speed reaches 10 miles an hour. This mechanism being the usual one in clock and speedometer driven motors," is not shown in detail in the accompanying drawings.

When the driver wishes to place the meter in non-registering condition so that it will not register the time interval spent in waiting after it has been run for an initial distance or period of time, he swings the switch 22 to the left of Fig. 6. Thereupon the connection through the sliding element 21 between the terminals and 22 is broken, as is also the connection between the terminals 22 and 24 through the sliding connector 93. At, the same time, however, contact is made through the connector 21 between the terminal 24 and terminal I29 which is connected to wire I40. The circuit of the wire 89 is, therefore, opened, and the wire I40 closed or connected to the source of current through the wire 22 and the terminal22. The wire I40 leads to a spring switch element I mounted on the clockwork'l02 and having a spring element I4I' that is engaged and vibrated by the teeth of the ratchet wheel 22 so as to close the circuit and open it through the switch element I4I with the passage of each tooth of the ratchet wheel 22.

When the circuit is temporarily closed through the switch I, the current returns through a return wire I42 to a terminal I42 which is connected by the sliding connector 22 to a terminal I44. The terminal I44 is connected by a wire I42 to a pair of solenoids I42 and thence to groimd through the wire I41, When the solenoids I42 are energized they depress a pivoted armature I42-which depresses the free end I49 of the latch I21, thereby releasing the lever I22 so that it may engage the escapement I22 and stop the clock-mechanism I02. It will be apparent, however, that the solenoid I42 cannot be operated and the clock stopped until it has completed any part of'a movement from one tooth length ofthe ratchet wheel 22, and thus completed any "drop" interval that may have been started When the switch-'22 is in non-registering position, i. e., to the left from Fig. 6 position, and the cab stationary, all of the elements oi the meter remain stationary except that current flows from the line I42 through branch wire I22 to the line 24 and thence through the branch wire 22 to the solenoid" and ground. The solenoid 22 being energized, swings the lever 21 to lift the pinion 21' into the raised position so that if the cab be put in motion, the switch element 22 rotates temporarily, closing the circuit from the fare registering started on the register I by wire 54 to the wire I! and thence through wire I to the motor 80. Thereupon the shaft 18 and the rotating switch arm Bl are driven clockwise from the full line position of Fig. 6 until the arm 50 contacts with a terminal ill and connects the latter to the terminal 18.

Thereupon the circuit is closed from the wire I! through a branch wire In to a wire Ii, thus by-passing the solenoid l6 and the rotating element ll and giving a direct circuit from the supply main 3| through branch 30 to the motor. The rotation of the motor thereupon continues until the arm 50 reaches its original position spanning the terminals 48 and B2. The i-effect of this rotation of the motor is two-fold. First. it cancels the fare registered on the register Ill and places the register in position to start a new registration upon the entrance of a new passenger. However, the original fare is registered on the totalizing register H3. As a result. the driver zeroizes the fare which has been canceled, but must include it in the total run. A second effect is to return the non-registering switch to registering position. The first effect, or cancellation of the charge on the register H4 is accomplished by the gear H6 meshing with the gear Ill. As this gear rotates it rotates the shaft II! on which the digit wheels are mounted, picking up each digit wheel by a groove on the shaft which engages a ratchet on the digit wheel and carries each digit wheel with it to its initial position. As this construction is old and well known in the art as one of a number of mechanisms for operating the digit wheels. it is not illustrated in detail in the drawings. It will be understood that other types of wheel or disc operating mechanism can be employed. Each of these digit wheels is provided with a stopping peg ill, Fig. 4. At the beginning of this movement of rotation, a pivoted lever I", Fig. 4, mounted on a side bracket I" of the register I it passes out of a depression I, Fig. 5, and thus swings the lever in a clockwise position viewed as in Fig. 4. The lower end of the lever I54 thereupon engages and shifts to the left a notched stopping bar I51 so that the notches I58, which have previously cleared the stopping peg I51, are shifted and the pegs are stopped from overriding by the bar I51 when they reach zero position. Thereupon, further movement of the gear ii. permits the bar III to return to its original position so that a new registering can take place.

At the same time a crank arm I" on the shaft ll is-rotated so as to bring an end roller I into engagement with a crank Iii on a rock shaft it! so as to rock the latter and thus lift and lower a curtain in suspended from cranks ill on the shaft I82 when the register wheels are returned to zero position. In the position of the apparatus shown in Fig. 6. the curtain is in lowered position to give a view of the register,' and the arm I" approaches a position to raise this curtain. When the switch arm II rotates from the full line position shown in Fig. 6, the crank arm I" first lifts the arm Ill and raises the curtain, the parts being so proportioned that this curtain will remain raised until the previous fare has been cancelled and the registering discs or digit wheels are returned to their initial position, whereupon the roller ill will pass beyond the end of the arm Ill and permit the latter'to drop, dropping the curtain and showing the initiai fare and all subsequent fares. Thereupon, the fare registration is cancelled and the new mechanism (not shown) identical with. or similar to, that of the fare register ill. This registering mechanism may be run from the common shaft II, and is omitted solely for the purpose of avoiding complication of the drawings.

In rotating from the position shown in Fig. 6, the cam I" keyed on the shaft ll serves, through the leverage shown in Fig. 6, to return the nonregistering switch ll to registering position in case it has not been returned by the driver before the rotating arm 50 has again rotated to the position shown in Fig. 6. In the position shown in Fig. 6, a roller I" on about rocking lever I" rests on the hub or smaller part of the cam it! and, in this position, a, roller 18. on the opposite arm of the lever bears against the lower bent part of a second bent leverJ" pivoted at I", and having an upper shorter extension III that bears against a tail of the switch 88. when the shaft ll rotates to such a point that the enlarged or cam face of the cam I65 bears on the lower part of the roller I" and raises it, it rocks the lever I81 clockwise as in Fig. 8, lowering the roller I" on the opposite end and permitting the lever I" to rotate or swing counterclockwise for a short distance. The upper bent arm iii of the lever I" is thus swung downwardly against the tail of the switch it and swings it to recording position. The cam I" is preferably so fixed on the shaft 18 that it will return the -'non-registering switch 88 from the non-registering to the registering position Just before the arm SI, and returns to the number I position. The cam I", therefore, ensures that the meter shall always start in a registering condition.

It will, therefore, be apparent that it will be impossible for the cab to be driven in non-registering position because it will immediately cancel any charge on the passenger's meter without canceling it from the totalizing meter, and will then return to registering position.

In some cases a cab may be called for a certain period and kept waiting for a passenger. To prevent being engaged by other prospective passengers, the meter must be started. This is accomplished by means of a switch I12 which, in its usual position, closes a circuit between a terminal In which connects through a wire Ill to the lamp l0 and to ground, and a second terminal I15 which is connected through a wire I18 to a terminal I" which is in contact with the rotating switch arm 50 when the latter is in starting position, and through which it is connected to the wire 39 and thence to the source of current 36. When in this position, therefore, the light will be in-a closed circuit and lighted. To start the registering mechanism the driver moves the switch in, breaking the circuit between the conductors I'll and I", extinguishing the light and also closing the circuit between the terminal I" of the wire OI leading to the motor I and terminal H. of the wire 54 which is, at this time, connected across the terminals 49 and 52 to the wire 30 and the battery 30.

Accordingly, the motor Ill rotates even though the cab remains stationary and the sequence of operations follows until the arm 50 reaches the full line position of Fig. 6. In this position and with the switch I. in registering position. the solenoids I" areenergized, as described above, and the armature III lowered to free the clock mechanism which then begins registering the fare. It will be understood that at. any time thereafter theswitch ll may be placed in nonregisteringposition at the option of the driver. However, as previously described, it will be necessary for the driver to put it in registering position before starting the cab, or to be penalized by the fare already registered.

The meter may be mounted in any suitable manner in a suitable case; for example, it may be mounted in a case I" to which may be attached a frame Ill for supporting the clockwork mechanism. The driving mechanism and the intermittent switch 81 may be mounted on an insulating horizontal platform I82 supported by a vertical platform I on which the solenoid I1 and associated mechanisms are mounted. The solenoid 56 may bemounted on a bracket I on the base of the casing I". The passenger's fare registered may be mounted on a horizontal platform 1" supported on an upright Ill, and may also have brackets Ill and I" to support the gearing N and N. The switches 28 and it may be supported from the top wall of the casing an: also the solenoid 86 and the driver's meter The rotating switch iii and its contacts may be mounted on a vertical insulating slab I" secured to a side wall of the case. The case may be provided with openings or windows as at I", m and is: through which the various fare registers may be viewed. It will be obvious. however, that the various parts of the meter may be embodied in any suitable casing.

V It will be apparent, therefore. that when the radiation from the source ill to the sensitive element II is interrupted or modified, it will partly close a circuit which will be completely closed by the intermittent switch Bl when the cab is started. This will place both the clockwork and cable driving'mechanisms in operative position to register fares. The operation of the clockwork may be stopped by the manual switch ll but, if the cab be their started, the rotating switch ll returns to. its starting position and, if the cab is still occupied and in motion, it will begin the registration of a new fare, the previous one having been cancelled from passenger's fare meter. This will also return the switch I. to registering position.

lemme position, with the parts I" and HI- in contact.-

This serves to-move all of the digit discs or wheels of the fare register Ill to initial position through a pick-up engag ment with the shaft Ill. During this rotation of the shaft is to initial position, the crank arm I" lifts the lever Ill, rockmg the shaft in and arms I and lifting the curtain I". When the shaft ll reaches the position shown in Fig. 8, the arm Ill will fall. thus lowering the curtain I" and exposing the digit discs. It will be apparent that the curtain I" may be arranged to, shut out the digit discs of the register I either in raised or lowered position by a simple re-arrangement of the rocking arms I, it only being essential that the digit discs otthe register Ill be covered from view while they are being returned to their initial register-- ing position, so that no fare indication will be exposed at this time. Meanwhile the cam I65 will have made a complete revolution, rocking the lever I" clockwise causing the lever I" to rock counter-clockwise as viewed in Fig. 6, and thus throwing the switch 88 clockwise to registering position.

The rotation of the shaft i8 is controlled by the switch arm 50 through the following circuits: Electric current is conveyed from the battery 38 through the relay 35 through which there is always a connection to the lines 34 and 39, this relay being solely for the purpose of ensuring that the meter cannot be disconnected without disconnecting the ignition, etc., and thereby en suring that the cab cannot be run if the meter is disconnected. When the arm 50 is imposition I in Fig. 6, current flows from the line 34 to the swinging arm 21 of the switch 26. If this arm 21 is in intermediate position, which is the case when the cab is unoccupied and the light beam'l. uninterrupted, the switch arm 50 remains in position 1. During this period the running of the cab may be done without registering on the total fare register. However, if the pointer I! swings either to the right or left, it closes the circuits between the wire 34 and the wire 83 and thus connects .the battery to the terminal ll of the switch. Thence current flows through the connecting arm or part 5| through the wires '4 and 55 and solenoid, and also to the rim ii of the element It. The energizing of the solenoid it raises through the lever 01 the gear I1 and thus connects the gear GI and shaft I to the gear mechanism driven by the meter cable 82. This has no effect so long as the cab remins stationary. However, as soon as the shaft 0! is rotated from the cable" through the gear I'I', it causw contact intermittently between the rim 5! and the terminal II. and thence through the wires 58 and ii to the motor N. The latter is then started, rotating the shaft ll through the pulley drive II-J1 to rotate the arm II in a clockwise direction. The immediate effect of this rotation is to bring the arm 50 into the position indicated at 11 in Fig. 6. Thereupon electric connection to the wire 54 is broken and the solenoid $8 is de-energized. However, a secondcircuit is established from the wire 39 to the terminal It and thence by the bridge piece I to the terminal .0, from whence the current iiows through the wires ll and ii to the motor which thus continues in motion. During this period the current may still flow through the switch 28 to the terminal 49, but this has no effect and the motor will still continue to rotate whether or not -the-switch 28 is open or closed. The motor rotates until it reaches the position shown in full lines in Fig. 6. In this position when the registering switch It is in registering position, a circuit is established =from the wire a through the terminal 19, bridge piece 5|, terminal I2 and wire I! to the terminals l4 and I! of the registering switch; thence through the switch to the wire 0!, intermittent switch and wire ll back through the terminal 0!, switch part .3. terminal I and thence through the wire 98 and solenoid ll. Meanwhile a branch Ill leads to the solenoid it! which throws the clutch conthe lever III. The circuit through the contacts I88 and Ill thus broken by the lever I82 is then held open by means of lever I82 being held in its depressed position by the latch I81. With the parts in this position, the clock mechanism I82 will drive the shaft I M and the toothed wheel 88, or, if the shaft 88 rotates above a certain speed, it will rotate the shaft I8I and toothed wheel 88 and, therefore, the shaft IN is rotated either by the clock mechanism I82 when the shaft 88 is rotating at a slow speed or standing still, or.by the shaft 88 when the latter is running at a sufficiently high speed. The rotation of the ratchet 88 intermittently makes and breaks .contact through the switch 88 and alternately energizes and deenergizes the' solenoid 88, thus driving the fare register I88 one drop for each make and break. At the same time, the digit wheels or discs of the fare register Ill are driven step-by-step and at the same rate by the levers I88 and I28 and the bail I28 (Fig. 4).

When the switch 88 is swung to non-registering position, as, for example, when a fare temporarily leaves the cab and it is desired that the waiting time shall not be registered, or when the fare has completed the trip and it is desired to cancel the reading on the register Iii it disconnects the circuit through the wires 88 and 8i and establishes a circuit through the wire I88, contact switch I and wire I82, the circuit flowing thence from the terminal 88 through the switch contact element 81 to the terminal I38 of the wire I88 and from the terminal I83 of the wire I42 through the switch element 83 to a terminal I and thence down solenoids I88. Current then flows through the switch I which is opened and closed intermittently by the toothed wheel 88, through the wire I82 and terminal I to a wire I85 leading to the solenoid I88 andenergizing the latter. The energizing of the latter releases the latch I81, permitting the arm I82 to swing upwardly and engage the clock mech anism to stop the same. As the wires 88 and 8I are disconnected from the electric circuit, the solenoids I88 are not energized and the armature lever I32 remains lifted. At the same time the branch line I88 leads'from the wire I88 to the solenoid 58, thus energizing the latter and liftingthe gear 81? The parts will remain in this position so long as the cab remains standing and there is, therefore, no recording of time on the fare register Ill. Should the cab be started in this position, however, the solenoid 88 being energized, current will be'establlshed from the wire 88 through the contact element 88 and wire 88 to the motor 88, rotating the latter. Upon the rotation of the latter, therefore, the arm 88 will swing clockwise until it bridges the con acts I8I and 18. This short circuits the element 88 and establishes a direct circuit from the wire 88 through the terminal 18, bridge piece 8| and terminal I 8|, wire I82 and motor 88. The motor therefore continues to rotate until the arm 88 reaches the position indicated at I. If the cab is then unoccupied and the pointer 21 of the switch 28 is in mid position, no further fares will be recorded. However, if the light beam I8 is interrupted, the cycle will begin again, as described above, starting with number I position. The driver of thecab, therefore, must return the switch 88 from non-registering to registering position before starting the cab unless the trip of his fare has beencom'pleted. Otherwise, he will be penalized by the loss of his fare, which has been cancelled on the register Ill, but remains recorded on the total fare register "8. The

switch "is therefore usable when waiting without registering, but cannot be used to disconnect the meter from registering fares while running, nor while the cab is interrupted or stopped for short periods, such as for traiilc lights. The switch I18 acts only to interrupt the light I8 when a cab starts waiting out a call without having registered any mileage.

As an example of a typical use of the apparatus, assume that a cab is cruising with the arm 88 in the I position of Fig. 6 and that it is hailed by a passenger who enters. Immediately the light beam I8 is broken interrupting the circuit through the wires 22 and 28 and causing the pointer 21 to swing and make contact with one 'of the terminals 28 or 88. Thereupon a circuit will be closed from the wire 88 which is connected to the battery 88, through the switch 28, the return wire 88, terminal 88 and arm 88, terminal 82, wires 88 and 88 to the mechanism 88 and also to the \branch wire 88 and the solenoid 88, thus lifting the gear 81' into engagement with the pinion 88 and 88. The registering mechanism remains stationery until the cab moves, whereupon a circuit is established temporarily and intermittently from the mechanism 88 through the wires 88 and 8i to the motor 88.

The motor 88 thereupon rotates the arm 88 clockwise through the transmission 12-11 and shaft 18. This rotation continues until the arm 88 reaches full line position, Fig. 6. During the rotation of the arm 88 and shaft 18', the teeth of the gear II8 will have meshed with the teeth of the gear H8 and will have rotated the latter throughout a complete rotation thus canceling any previously registered fares and zeroizing all the digit wheels of the register lIl. In this position also a circuit is established from the wire 88 through the terminal 18, arm 88, terminal 82, wire 88, switch 88 and wires 88 and BI through the intermittent switch 81 and then again through the switch 88 and wire 88 to the solenoid 88. A circuit will have been established also from the wire 88 through the branch wire I28 through the solenoids I88, depressing the lever I82 and looking it. Thereupon the registers II, H8 and I88 are driven from the shaft 82 and/or clock mechanism I82. If the cab stops for a considerable period of time the driver may throw switch 88 to non-registering position whereupon a circuit will be established through the solenoids I88 thus unlocking the armature I 82 and stopping the clock mechanism. If he throws the non-registering switch 88 back to registering position he will re-establish a circuit through the solenoids I88. During the waiting period the arm 88 will remain in full line position of Fig. 6 indicating that the cab is occupied. However, when the switch is in non-registering position a circuit is established through branch wire I88 to intermittent mechanism 88 and thence to the motor 88 and is also established through the solenoids 88. Should the cab be started with switch 88 in non-registering position the movement of the cab will establish intermittent current through motor 88 starting it and causing arm 88 to swing to a position to bridge terminals I 8i and 18 thereby short circuiting the intermittent device and establishing circuit from wire line 88 through 'the motor 88; Thereupon the latter will rotate until arm 88 reaches I position of Fig. 6. Should the cab be occupied immediately after one occupant has left it and just after the switch 88 has been thrown to non-registering position the mechanism will start from this position and ro- 7s various parts.

clutch arm I and solenoid ill could be reversed so that the arm Ill would be urged to occupied the arm 50 will rotate to I position and remain there until occupied. The gears ill and Ill may be designed to cancel the previous iare at any time in the rotation of the arm "clockwise irom and back to iull line position of Fig. 6. However, in the. mechanism shown by way of example in the drawings the previous fare is cancelled and register ill brought to zero position as the arm 50 rotates from I position to the full position oi Fig. 6.

t will be apparent that various changes could be-made in the apparatus and the relation oi the For example, the relation oi the clutching position by a spring, and would be released by the tie-energizing oi the solenoid Ill, the circuit being so-arranged that it would be opened and closed in reverse relation to that shown in Fig. 6.

What I claim isl. A meter oi-the type described having clock-r .work and distance driving mechanisms and registering mechanisms, control means to place said clockwork and distance driving mechanisms in operative relation to said registering means, and comprising an electric circuit having two normally open switches in series, one switch being closed by said distance driving mechanism when in operation. light sensitive means to control the other oi said switches, and means to pass light rays through a predetermined path to said light sensitive means.

2. A meter 0! the type described which comprises a iare registering odometer, a driving means for said odometer, means comprising a normally open electric circuit to control the op eration oi said odometer upon the closing oi said circuit, means controlled by a light sensitive switch to partly close said circuit, and means actuated by said driving meals; to complete the closing 01 said circuit.

3. A meter of thetype described comprising a circuit to control the actuation oi said meter, a source oi selected light, and light sensitive means to energize said circuit upon variation in light received by said light sensitive means beyond predetermined, maximum and minimum limits.

4. A meter having registering means,.time and I distance actuated means for driving said registering means, a light sensitive element, and means actuated coniointly by said light sensitive means and said distance actuated means to place said time and distance actuatedmeans in operative position to drive said registering means.

5. A meter having a, travel actuated driving means and a clockwork driving means. a control switch having an inoperative and an operative position, means to move said control switchvirom inoperative to operative position, a circuit through said control switch to said control switch moving means and having ,two switches in series,

-means comprising a light sensitive element to close one of said switches, means actuated by said travel actuated driving means to close the other oi said switches, and a circuit through said control switch in operative position to re-' lease said clockwork and actuate said metcr irom said travel actuated means.

8. A meter having a travel actuated driving means and a clockwork driving means, a control switch having an inoperative and an operative position, means to 'move said control switch irom inoperative to operative position, a circuit through said control switch to said control switch moving means and having two switches in series. means comprising a light sensitive element to close one oi said switches, means actuated by said travel actuated driving means to close the other oi said switches, a circuit through said control switch in operative position to release said clockwork and actuate said meter from said travel actuated means, and means actuated with said control switch to register an initial charge in said meter.

7. A meter having a travel actuated driving means and a clockwork driving means, a control switch having aninoperative and an operative position, means to move said control switch irom inoperative to operative position, a circuit through said control switch to said control switchmoving means and having two switches in series. means comprising a light sensitive element to close one oi said switches, means actuated by said travel actuated driving means to close the other oi said switches, a circuit through said control switch in operative position to release said clockwork and actuate said meter from said travel actuated means, and manually operated means to stop said clockwork and to. return said control switch to its initial position.

8. A meter having a travelactuated driving means and a clockwork driving means, a control switch having an inoperative and an operative position, means to move said control switch from inoperative to operative position, a circuit through said control switch to said control switch moving means and having two switches in series,

travel actuated-means, a source 01' light, and

manual means to interrupt the source oi said light and to rotate the control switch to operative position.

9. A meter having a travel actuated driving means and a clockwork driving means, a control switch having an inoperative and an operative position, means'to move said control switch from inoperative to operative position, a circuit through said control switch to said control switch moving means and having two switches in series, means comprising a light sensitive element to close one oi said switches, means actuated by said travel actuated driving means to close the other oi said switches. a circuit through said control switch in operative position to release said clockwork and actuate said meter from. said travel actuated means, said clockwork driving means comprising a circuit opened and closed at periodic intervals, a solenoid energized and de-energised by the closing and opening oi said circuit, and

registering elements operated step by step by said solenoid.

10. A meter having a travel actuated driving means and a clockwork driving means. a control switch having an inoperative and an operative oi said switches, a circuit through said control circuit through said starting switch in operative position to release said clockwork and actuate said meter irom said travel actuated means, and means to project light through a space to be occupied and to said light sensitive element.

11, In combination, a meter, a source of light radiation 01 selected characteristics, a light sensitive element, a control circuit held in balanced condition by the selected radiation between maximum and minimum from said source on said element, and means actuated by said circuit when unbalanced to place said meter in operative condition.

12. In combination, a time and distance registering meter, 9. source of light radiation of selected characteristics, an electric circuit including a light sensitive element to receive light from said source, a switch held in balanced condition by the circuit containing said element, travel actuated driving means for said meter, and means controlled by said driving means when in motion and by said meter when unbalanced to place said meter in operating condition.

18. A meter for taxicabs and the like, means 101' setting said meter in registering condition, said means comprising a rotating switch, a motor to rotate said switch, a pair 01 starting contacts bridged by said switch in starting position, a circuit through said starting contacts and through said motor and having a pair of control switches in series, a light sensitive element controlling one or the switches 01 said pair, a meter driving element controlling the other switch of said pair, a pair of operating contacts bridged by said switch in operative position, and a circuit through said operating contacts to place said meter in operative condition.

14. A meter for taxicabs and the like, means for setting said meter in registering condition, said means comprising a rotating switch, a motor to rotate said switch, a pair of starting contacts bridged by said switch in starting position, a contacts and through said motor and having a pair or control switches in series, a light sensitive element controlling one of the switches of said pair, a meter driving element controlling the other switch oi said pair, a pair at operating contacts bridged by said switch in operative position, a clrcut through said operating contacts to place said meter in operative condition, a fare register, and agees'rotatingwithsaidrotatinsswitchtorotate said register for an initial charge.

15. A meter ior taxicabs and the like, means for setting said meter in registering condition, said means comprising a rotating switch, a motor to rotate said switch, a pair of starting contacts bridged by said switch in starting position, a circuit through said starting contacts and through said motor and having a pair of control switches in series, a light sensitive element controlling one oi the switches of said pair, a meter driving element controlling the other switch of said pair, a pair of operating contacts bridged by said rotating switch in operative position, a circuit through said operating contacts to place said meter in operative condition, said meter having a clockwork actuating means, means controlled by said circuit to release said clockwork means, manually controlled means to stop said clockwork, and means controlled by said circuit and by said driving element to return said rotating switch to initial position when said manual means and said driving means are both actuated.

16. A meter for taxicabs and the like, means for setting said meter in registering condition, said means comprising a rotating switch, a motor to rotate said switch, a pair or starting contacts bridged by said switch in starting position a circuit through said starting contacts and through said motor and having a pair 01 control switches in series, a light sensitive element controlling one of the switches of said pair, said second switch comprising a shifting gear to mesh with said driving means and a solenoid to shift said gear, a pair operating contacts bridged by i said switch in operative position, and a circuit through said operating contacts to place said meter in operative condition.

17. A meter for taxicabs and and the like, means for setting said meter in registering condition, said means comprising a rotating switch, a motor to rotate said switch, a pair of starting contacts bridged by said switch in starting position, a circuit through said starting contacts and through said motor and having a pair of control switches in series, a light sensitive element controlling one of. the switches of said pair, a meter driving element controlling the other switch or said pair, a pair of operating contacts bridged by said switch in operative position, a circuit through said operating contacts to place said meter in operative condition, and a by-pass circuit through said motor between said starting and said operatin: contacts.

JOHN GARDNER. 

